Detroit Auto Show: Revenge Verde Supercar adds mean to its green

U.S.-based Revenge used the 2010 Detroit Auto Show to introduce the world to its Verde Supercar, and we were there with cameras in hand to capture the event on film memory cards. Honestly, we were impressed with the Verde's outer appearance, though we couldn't get close enough to see the interior or the car's underpinnings.


Speaking of which, Revenge claims that the Verde shares a good portion of its aluminum chassis with the dearly departed Ford GT. Powertrain options are, shall we say... interesting. We're certainly not complaining about the Roush-sourced Ford Racing V8 with 605 horsepower or the supercharged GM LS9 with 638 horses. It's the Hp2g Hybrid drivetrain option that we're a wee bit leery of... not that we wouldn't love to believe that the V8 engine puts out 400 horsepower while running on E85 and returning upwards of 100 miles per gallon, it's just that we need to see it for ourselves before we believe it.


Moving on, the bodywork is fashioned from aluminum and carbon fiber, which allows for a weight of 3,500 pounds. Performance estimates put the 0 to 60 time at between three and five seconds, depending on the powertrain chosen. Top speed will reportedly be over 200 miles per hour, with optional gearing that could potentially allow the Verde to hit 240 mph. Pricing is set at $190,000 and Revenge says it's planning to put cars in paying customer's hands later this year. We'll see.


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Detroit 2010: Dodge Viper ACR 1:33 Edition a fitting end note

-hot-shoe Dodge Chris Winkler managed to hammer the track-focused Viper ACR around Laguna Seca in 1:33.944, faster than any other production car has ever gone (Note: the spoiler says 1:33.915). Impressive, no? Only 33 of these special Vipers are being built.


Here's what makes 'em so grand: Thanks to new, more bonkers gearing, the 600-horsepower monster does everything quicker. Try this statistic on for size: 0 to 202 miles-per-hour happens 14 seconds quicker with this 2010 Viper ACR than the 2009 model. Can we get a wolf whistle?


The 1:33 Edition also gets a unique two-tone Black Clear Coat/Red Clear Coat exterior color, the inverse of the original ACR, as well as modified end caps on its massive carbon-fiber wing, too. We're going to miss the uncircumsized Dodge Viper, but at least it's going out with a big bang.


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2010 SMS 620 Camaro First Official Photos

Corona, CA/Detroit, MI – (January 11, 2010) At the 2010 North American International Auto Show in Detroit, Steve Saleen is launching the first official images of the 2010 SMS 620 Camaro, the third and latest of the ultra-high performance automobiles produced by Steve Saleen's company, SMS Supercars of Corona, CA.

Steve Saleen, President and CEO of SMS Supercars, explains "The SMS 620 Camaro will be the only Camaro authorized to benefit from my heritage and to incorporate innovations derived from my thirty plus years of racing and manufacturing experience. We are excited to add the SMS 620 Camaro to our line of SMS Signature Series cars, which includes the SMS 570 Challenger and SMS 460 Mustang."

The SMS 620 Camaro has a striking design that makes it stand out in the market. Chief Creative Officer of SMS, Phil Frank notes, "We have incorporated our well-known functional SMS Red Butterfly™ Dual Side Induction Hood as well as our race-proven aerodynamics in this third vehicle in our SMS Signature Series. The SMS 620 Camaro is a dramatic and iconic visual statement that very clearly bears the SMS design DNA."


The bespoke interior includes high performance gauges and all-new Alcantara and leather SMS performance seats that feature the patented Signature Series chevron stripes. SMS offers its Tailor Made™ options for the exterior, interior and engine compartment; highlighted by a dozen show car quality custom SMS exterior colors. This newest creation by Steve Saleen's company is scheduled for a market launch in the second quarter of 2010.

These vehicles' power, performance and engineering befit their design. The SMS 620 Camaro will utilize a 6.2 liter V8 engine featuring 575 hp and 600 ft-lb of torque, while the even more powerful 6.2 liter V8 of the SMS 620X Camaro, with all new internals and CNC headwork, delivers a stunning 715 hp and 700 ft-lb. Both use the (patent pending) SMS 296™ Supercharger for their incredible horsepower and torque gains. Transmission options include a 6-speed automatic or 6-speed manual on both models.

The SMS 620 Camaro accelerates from 0 to 60 in under 4.3 seconds, while the SMS 620X Camaro manages the same in closer to 4.0. In addition to engine output, handling, road holding and braking improvements, the 620X will feature options such as Magneto-Rheological Semi-Active Dampers and Torvec Isotorque Differential and 21" rear wheels. Both will offer new SMS 16" 8-piston front and 14" 6-piston rear brakes deliver impressive stopping power to match rail like cornering and jaw-dropping acceleration.
Source: SMS Supercars

Devon GTX Dies Along With Dodge Viper's UPDATE

As a refresher, the 650-hp, Viper-based coupe was unveiled last year in Pebble Beach and was due to go into limited production this year in Southern California. We even had the chance to go for a spin the GTX late last year after one of the prototypes set a lap record at Laguna Seca. Devon hoped to thrust America back on the main supercar stage with the bespoke coupe, but without a source for the chassis and 8.4-liter engine, those plans have apparently been dashed. We're hoping to get more details directly from Devon, so stay tuned for an update.


The report of the GTX's demise comes from a "source close to the project," and not an official company statement, but without production of commercial Viper parts, the operation is unlikely to be self-sustainable at the volumes a 650-horsepower hand-built supercar can generate--Devon had planned on a maximum of 36 cars per year.


UPDATE: We've just heard back from company founder, Scott Devon, and the rumors are unfortunately true – the Devon GTX is dead. However, Devon Motorworks will live on, focusing instead on apparel and an upcoming motorcycle project. So what will happen to the one-time Laguna Seca lap-record-holding Devon GTX? One of the two prototypes will be put on display at the company's flagship store opening in Beverly Hills this April. The other might see track duty in the hands of development driver Justin Bell. Here's the official response from Devon:

The Viper platform being discontinued and the inability to amortize tooling costs are the key reasons. But we have two beautiful prototypes and might still race the Laguna Seca car with Justin Bell in GT2. However, our Devon brand plans have expanded to include jeans, leather jackets, watches, scents, and eyewear. Our Beverly Hills flagship store will open this April. We also have a line of motorcycles being made by legendary builder Shinya Kimura. And the black and chrome GTX will be in the store as a display piece of automotive art. I wish we could have gone into production but have no regrets and feel we achieved a significant contribution in auto design along with the Laguna Seca record.


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Detroit Preview: 2011 Cadillac CTS-V Coupe

This here is the ultimate iteration of Cadillac's brand-new CTS Coupe and it will make its first public outing at next week's 2010 North American International Auto Show in Detroit. To the surprise of no one, the CTS-V Coupe packs the same 6.2-liter supercharged V8 engine found in the sedan version. It produces a hefty 556-horsepower and 551 lb.-ft. of torque (747 Nm) propelling the 2+2 coupe from 0-60 mph (96km/h) in just 3.9 seconds.


The CTS-V coupe will debut at the Detroit Auto Show next week with everything that makes the CTS-V one our favorite super-sedans, albeit in a sexy new two-door shell. Aside from the sleek yet thick-of-beltline new suit, the only other real difference from the existing V is the one-inch wider track at the rear axle, which may or may not be noticeable when driving, and a marginally lower mass. The 556-horsepower supercharged LSA V8 engine and the choice of a manual or automatic six-speed gearbox carries over. We highly recommend that anyone considering a V regardless of bodystyle check the option box for the Recaro seats, they are worth every penny.


Cadillac says that the Coupe has the same wheelbase as the CTS-V Sport Sedan, but its overall height is about two inches (51 mm) lower and its overall length is two inches (51 mm) shorter while the rear track is nearly an inch wider than the four-door model.


There are no pictures of the interior, but Cadillac said that the steering wheel, seat inserts and shifter are covered in microfiber while the integrated center stack is trimmed in Obsidian black material that is also applied to the center console and door trim.


Available options will include an exclusive new Saffron color and special Recaro sport seats that are 14-way adjustable and include pneumatic bolster controls in the seat cushions and backrests.

We'll have more on the CTS-V Coupe after its official debut at the Detroit motor show next week.
Source: Cadillac

Nürburgring: Porsche hybrid to campaign at 24 hours

If a report from Autosport Japan is to be believed, Porsche could be readying a hybrid version of its 911 GT3 for this May's 24 Hours of Nürburgring race.


With a gas-electric Cayenne on the way next year and a Panamera hybrid in development, the rumor of a race-spec hybrid doesn't seem that far-fetched considering Porsche's proclivity for migrating it's racing knowhow from the track to the road (although it's a bit backwards in this application).


Regardless, Porsche hasn't confirmed the hybrid's participation in the enduro yet, but rumors have been circulating that the automaker will use the knowledge it gleans from the 'Ring race to campaign a GT3 hybrid in the 2011 ALMS season, with a possible running at the 24 Hours of Le Mans the same year.
via:autoblog

Sebring Debut: Corvette Racing boss Doug Fehan confirms new 5.5L V8

Corvette Racing 2009 Review: Doug Fehan Q&A
The First in a Series of Conversations with Corvette Racing

DETROIT – Corvette Racing program manager Doug Fehan has seen it all in motorsports, and he had to rely on every element of that hard-earned experience to navigate through a tumultuous 2009 season. In the midst of a global economic storm, Fehan steered Corvette Racing to the team's sixth win in the 24 Hours of Le Mans and the successful mid-year introduction of the GT2 version of the Corvette C6.R in the American Le Mans Series.

Corvette Racing's 10th anniversary season was a year of transition. The championship-winning GT1 Compuware Corvettes secured a seventh win in the season-opening Mobil 1 Twelve Hours of Sebring on March 21, and made their farewell appearance in the ALMS in Long Beach, Calif., on April 18. The curtain fell on the GT1 era on June 13-14 with a GT1 victory in Le Mans, France, as Johnny O'Connell, Jan Magnussen and Antonio Garcia stood on the top step of the podium. Seven weeks later, two new-generation Corvette C6.Rs made their competition debut in the GT2 class at the Mid-Ohio Sports Car Course.


As the team conducted a five-race test program in preparation for a unified GT class in 2010, Corvette Racing posted five podium finishes and notched its first GT2 win at Mosport International Raceway on August 30. In the series' final five rounds, Corvette Racing scored more team and manufacturer points than any other GT2 entry, and O'Connell and Magnussen tallied the most points in the GT2 drivers championship. The season ended with fireworks at Laguna Seca as Magnussen walked away from his battered race car after a high-speed crash on the final lap of the season.

Under Fehan's leadership, Corvette Racing has become one of the world's premier production sports car teams. An ardent advocate for the Corvette cause and an icon for legions of faithful Corvette fans; Fehan received the ALMS "From the Fans" award in 2004, 2008, and 2009. In the following Q&A, he looks back at the 2009 season and looks ahead to 2010.


Q: Looking in the rearview mirror, what stands out in 2009?

Fehan: "There were really two parts to the season – our final races in GT1 leading up to Le Mans, followed by the debut of the GT2 program. Our focus was and will always be the 24 Hours of Le Mans. When GM was going through its restructuring, our greatest concern was that some might not understand the importance and significance of that event. It was a heartening moment when we were able to get past that point.

"In spite of many uncertainties, the team focused its energy on running the first round at Sebring, which we knew would be a great test of the engineering improvements we'd made in the race cars. And then going to Long Beach, we fulfilled the second half of our mission, which is marketing the Corvette and Chevrolet brands and representing our team sponsors.

"Everyone felt the importance of writing the final chapter of GT1 at Le Mans. They dedicated themselves to succeed, and it was absolutely amazing to see them embrace that idea. It fueled their fire because they knew the team was undergoing its most significant challenge, and concurrently they were designing, planning and building the GT2 cars. The preparation was almost as much fun as the race."


Q: And the highlight of the GT2 portion?

Fehan: "The win at Mosport. Watching the new cars' first laps at Mid-Ohio and knowing that we'd be competitive was certainly exciting, but the victory at Mosport was overwhelming. It happened much sooner than we expected, and it showed ALMS fans what they have to look forward to in 2010 with competition between Corvette, Ferrari, Porsche, Jaguar, BMW, and Ford.

"I think by any measure, the GT2 Corvette introduction was successful. Our objective was to focus on Corvette Racing's core strengths: preparation, durability and reliability. We've learned that is what scores points – it's not always the fastest car that wins races and championships. In five events, we had zero mechanical issues, and the cars were on pace. That was very encouraging."


Q: Surely one of the highlights of 2009 was your stunning victory over Jan "The Flying Viking" Magnussen in the Tour de Road America Bike Ride to Fight Cancer?

Fehan: "That certainly ranks right at the top, but in a different category (laughs). We had some fun, and the race benefited a good cause, the Lance Armstrong Foundation. I challenge the pit crews to improve continuously, and the bike race demonstrated to our drivers that there is going to be continuous improvement in their level of physical preparation as well. I mean, they ought to be able to keep up with the program manager!"


Q: On a serious note, what were the lessons learned in Jan's last-lap crash at Laguna Seca?

Fehan: "Unfortunately the hardest lessons you learn in this sport are always safety related. You never want to put your safety systems to the test, but when that moment arrives, it's very reassuring to know that they are validated. That's what we learned at Laguna Seca.

"Initially we had concerns about running an aluminum chassis, and we had concerns about how the roll cage was integrated into the chassis. The force of the impact exceeded 50 g's, and yet Jan walked away. When we analyzed the chassis after the crash, the safety systems worked just as they were designed, and the aluminum chassis did a marvelous job of absorbing the energy and protecting Jan from serious injury.

"The extent of Jan's injuries was a broken tailbone, which we attribute to the seat design. We have redesigned that part to prevent a reoccurrence in the future, so that is the upside of the incident. Despite the severity of the crash, the crew had the No. 3 Corvette repaired and fully operational within a couple of weeks."


Q: What is the status of the GT-spec Corvette customer car program for 2010?

Fehan: "We currently have two customer cars under construction, but we don't yet have confirmed buyers for them. There has been tremendous interest in the GT-spec Corvette C6.Rs, and we think with continued improvement in the global economy, the interested parties will be able to make a commitment. We'd be delighted to see more Corvettes racing in the ALMS or overseas."


Q: While there will be a single GT class in the ALMS in 2010, GT1 will continue in the FIA series and at Le Mans. What's your perspective on the two classes?

Fehan: "A year ago, there was general agreement regarding a unified GT class, which we will see in the ALMS in 2010. The intention at that time was to base the FIA GT1 class on GT cars, with limited modifications to the engine and aerodynamics. Since then, however, Europe has encountered the same economic issues that we have faced in the U.S., and many members of the racing community understandably wish to retain their current cars for financial reasons. Consequently some of the older GT1 cars will now be converted to the new regulations, including several privately owned Corvette C6.Rs, and the ACO has invited these cars to participate at the 24 Hours of Le Mans. As the economic climate improves, I hope that the decision makers will recognize the benefits of running one GT class at Le Mans and other venues."


Q: Corvette Racing will introduce a production-based 5.5-liter small-block V-8 engine in 2010 in place of the 7.0-liter and 6.0-liter engines used previously. What's the outlook for the engine program?

Fehan: "GM Powertrain has completed the initial dynamometer tests of the 5.5-liter small-block V8, and the race team has conducted the first track test with the new engine. We are quite satisfied with its performance level at this point. We plan to continue development and introduce the 5.5-liter engine package in competition at Sebring."


Q: What are Corvette Racing's goals for 2010?

Fehan: "The ALMS GT championship and victory at Le Mans."

Corvette Racing's next event is the season-opening Mobil 1 Twelve Hours of Sebring at Sebring International Raceway in Sebring, Fla., on March 20, 2010. The classic 12-hour endurance race will be televised live on SPEED starting at 10 a.m. ET.
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Quick Spin: TPCRacing Cayman S Turbo picks up where Porsche left off

When Porsche introduced the Cayman in 2006, one thing was abundantly clear: Porsche had muzzled its midship coupe to prevent cannibalizing 911 sales. Despite a more favorable weight distribution and an unflappable chassis, the Cayman lacked the power to exploit its excellent underpinnings, even in "S" guise. So like its Boxster sibling, the Cayman was destined to play second fiddle to Porsche's iconic rear-engine flagship. From a business perspective, Porsche's decision made sense. For enthusiasts, it was yet another bitter pill from Zuffenhausen.


Levitas began producing race cars back in the late Eightes, and over the course of the next decade and a half he managed the turbocharger programs for the Nissan 300ZX, Mazda RX7, Lotus Esprit and Consulier GTPs in the IMSA Supercar Series. Mike's background and advanced aeronautical training eventually led him to build some of the best Porsche race cars around. Porsche Club racing, Motorola Cup action, and a brief dip into Mercedes sedans eventually led him to the Grand American Rolex Sports Car Series.


The result is the TPCRacing Cayman S Turbo Kit. Producing around 485 horsepower, it's packing more ponies than – until recently – nearly any vehicle in Porsche's lineup, save the GT2. And that's only with 5.5-pounds of boost. With such a low amount of pressure, the turbo kit puts barely any additional stress on the stock internals of the 3.4-liter flat-six.


TPCRacing sells its Cayman Turbo Kit (with intercooler) for a buck less than ten grand. It includes nearly everything needed for installation: a cat-back exhaust, turbocharger, liquid-to-air intercooler, new intake plenum, all brackets/plumbing/fitting/hardware/clamps, upgraded injectors and custom silicone piping. The ECU needs to be shipped to TPC for reprogramming, but anyone with a fair amount of mechanical aptitude can do the installation. The total tab for our tester was about $12,000 according to the owner. Of course, he also went nuts with suspension, brakes, wheels, tires and body mods that more than doubled that figure.


We got a chance to sample the full-on intercooled turbo kit and, needless to say, it's like no Cayman we've met before. It's a mid-engine Jekyll and Hyde. In normal commuter duty the TPC drives exactly like any other Cayman on the road. That's to say it has near perfect handling, with some of the best brakes and most precise steering ever engineered into a road-going vehicle. But dip into that throttle a bit deeper and... whoosh! As if a giant hand dropped down from the sky and gave you a gentle shove, you're hurtled along into extra-legal speeds in seconds.
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Honda HSV-010 caught testing at Suzuka [With Video]

Based on reports from the ground, Honda will campaign four HSV-010s in the 2010 season, each of which was testing at the racetrack late last week (check the differing window banners in the gallery below). The driver line-up hasn't been officially disclosed yet, but the new coupes will bear the numbers 8, 18, 32 and 100 at their debut May 20-21 at Suzuka.


Powering the HSV-010 (which stands for Honda Sports Velocity) is a 3.4-liter V8 mounted in front and sending power to the rear wheels through a six-speed sequential gearbox -- the same transmission used by Nissan and Toyota on its GT500 contenders. The styling bears some resemblance to prototypes that ran the Nurburgring in recent years, but it's decidedly curvier, more aerodynamic and -- to our eyes -- damn sexy, particularly in matte black with the angry LED eyebrows.


As previously reported, Honda has no plans to sell a road-going version of the HSV-010 to consumers. Instead, the Big H has found a loop-hole in the SuperGT regulations that allows the automaker to campaign a car in the series that's "production feasible" but not in production. So unless Honda reverses course and pulls an LFA, the closest you'll come to seeing and hearing the all-new NSX is in the videos.






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Ford Racing Unveils the Next Generation of Racing Mustang in the New Boss 302R

DEARBORN, Mich., Dec. 28, 2009 – Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.

In honor of the 40th anniversary of Parnelli Jones' 1970 Trans-Am championship in a Mustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.

"To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years," said Jamie Allison, director, Ford North America Motorsports. "From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America's most coveted Mustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win."


The Mustang BOSS 302R is a serialized off-road-only vehicle ready to race. Each base model will come with a 5.0-liter four-valve engine and a six-speed manual transmission with a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at an MSRP of $79,000.

And, with a special Grand-Am Homologation Package (M-FR500-BOSS R1), it will also be ready to compete in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge), starting with the season-opening race in Daytona on Jan. 29, 2010. As of today, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 is $129,000.

The Grand-Am Continental Tire Sports Car Challenge-ready Mustang BOSS 302R will feature a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece driveshaft.

The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor – the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.


In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer's titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver's championships.

"We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing," said Allison. "The FR500C and FR500S road racing Mustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing."

Each Ford Racing factory-built production-based turnkey race car has won its competition debut.

"Racing has long served as a technical proving grounds for production engines," said Allison. "What's good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in the Mustang BOSS 302R is the same as the 2011 Mustang GT."

"We have a great team on the BOSS 302R project," said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. "Between our partners at AutoAlliance International, where the Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars."

Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.
via:autoblog

2009 Mr. Norm's Super Cuda

The Dodge Challenger has found plenty of happy homes, and we've had the pleasure of driving quite a few examples, ranging from various production models to an array of tuner versions, including the Classic Design Concepts Widebody Challenger and the Hurst Series 4 Challenger. We can now add one more to the list: Mr. Norm's Super Cuda. Yes, it isn't a Challenger by name, but few will mistake what vehicle forms the base of this coupe despite its uniquely Plymouth appearance.


First, the visuals. Mr. Norm's Garage has taken a distinctly different direction than the myriad of other aftermarket Challengers, opting to mimic the styling of the Challenger's classic Plymouth brother, particularly the 1971 model. We must admit that the look suits the Challenger well, and the conversion is incredibly simple. A new grille, a panel that blacks out much of the taillight section, a front spoiler overlay, "Badass Black" graphics package, Hulst Customs 22-inch wheels, and a set of hood pins are all that's needed to make the exterior transformation. Those few changes go a long way in giving the Super Cuda a distinctive look, and like it or not, everything flows together well. Too retro? For some, maybe, but if you're already a fan of the Challenger's styling then the Super Cuda isn't too far of a jump.


Now on to the good stuff. While we wouldn't say the 6.1-liter V8 in the Challenger SRT8 is short on power, we would have been extremely disappointed if Mr. Norm had left everything stock underneath the hood. There was no need to worry, though, as the Hemi powerplant has been supercharged to produce more than 600 horsepower. An intercooled Kenne Bell twin-screw blower is the chosen method of forced induction, offering instant boost at nearly every rpm. If one so desires, horsepower can be bumped to four-figure levels by upping the boost and fuel supply, along with fortifying the engine's internals, meaning you can have as much power as the rear tires can take and then some.


It's one thing to talk about harnessing 600+ horsepower in a road car, but entirely different to actually do it. We actually drove two versions of Mr. Norm's Super Cuda – one was an automatic and the second with the six-speed. Just like the stock Challenger, the automatic doesn't provide much driving excitement. Yes, there's a massive amount of horsepower and torque on tap, but the slushbox-equipped Challenger was surprisingly boring to drive. It just proves that horsepower can't solve everything.


With our six-speed tester's price adding $24,000 to the Challenger SRT8, Mr. Norm's Super Cuda certainly isn't cheap. However, that actually compares favorably to other aftermarket Challengers on the market, and the horsepower/dollar factor is still pretty impressive. Even better, Mr. Norm's Garage allows Challenger owners to buy components individually, so you can get the power, the looks, or any of the individual components without breaking the bank.
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